Internal-combustion engine.



C. F. JENKINS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED IULYS, 1911.

Patented. June 2, 1914.

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UNITED STATES PATENT CFFICE.

CHARLES FRANCIS JENKINS, or WASHINGTON, nisfrnic'r or COLUMBIA.

INTERNALCOMBUSTION ENGINE.

Specication of Letters Iatent.

Application led July 3, 1911.

Patented I une 2, 1914..

serial no. esami.

specification, reference being had therein to the accompanying drawing.

Although two-cycle engines have marked advantages in simplicity and economy,

vtheir use is limited practically to cases where the load is fairly heavy or the speed uniformly somewhat high,for the reason that if it be desired to reduce the fuel supply as much as is desirable for light load or low speed explosions are missed, the unexploded vcharges are wasted, and other veXatious results follow.

rIhe eneral object of this invention is to avoid these evils by providing a two cycle engine of such lcharacter that the fuel supply may be reduced to any practically desirable extent without danger of missing explosions or introducing any harmful feature. With this object in view I provide a relatively small passage of a considerable length, for leading the explosive charge to the engine cylinder, and place an ignitei' in4 this narrow passage at such distance from the working space in the cylinder that the entering gas while in the passage near the igniter is unadected by any fluid that may be in, or may be thrown back from, the cylinder itself. I further provide for throttling the entering gas at a point more distant than the igniter from the point where the fuel enters the cylinder. The igniter is thus at a point where the entering gas, which may atall vtimes be rich, has not been changed after entering the passage, and being highly combustible it is ignited with entire certainty. Thusv vari-ation in power is secured by varying the quantity of the gas admitted without necessarily varying its quality.` The passage being unobstructed between the igniter and the combustion space in the cylinder, it

is obvious that the engine delivers substan an adjustable height, to a sleeve N upon a In the accompanying drawings, Figurel l shows a portion of an engine in side ele yvation with parts in section. Fig. 2 is a parts in different position.

similar View showing some of the same Fig. 3 is a detail plan view of certain throttling devices. Fig., i is an elevation, partly in vertical section, looking toward the right in Figs. l and 2. Fig. 5 is a section on the line 5-5, Fig. 2.

In these. figures, A represents an engine cylinder, Brits piston, C the crank case, D the exhaust port, ll a narrow passage, preferably in the cylinder wall, leading Afrom a port F in the lower part of the cylinder to the space above the upper limit of the pistons path, and G an igniter placed in the passage near the port F. The piston is provided with an internal passage 'H communicating with the crank case below and with a port Il in position to register with the port F when the piston is at its lowest point,'and to .permit gas to pass from the passage4 H into the passage E. The admission is governed, as to periodicity, directly by the piston while the quantity admitted is controlled by a slide valve I operated by the piston but so arranged that the degree'of opening may be varied at will. This valve moves in a suitable way,to open and close the passage E `near the portF or between that port and the igniter, and is provided at its lower end with a projection J to be engaged by a projection or shoulder K upon the piston, as the latter ascends, so that the valve is carried upward and fully closed when the piston reaches its highest point. Above theA projection J, the valve is perforated and provided with an outwardly projecting ear L to which is pivoted'a hand lever M the inner arm of which projects through the opening in the valve into the path of a second projection or shoulder K upon the piston, so that as the piston descends this projection or end of the lever M and the valve itself are moved downward. 'Ihe valve I works in a recess in the outer face of a block X fixed in a recess in the inner face of the cylinder and fiush with the inner surface of the latter.

rIhe outer arm of the lever is pivoted, at

standard N itself pivoted to swing in the plane of the lever, and thus as the valve nieves up and down, the lever swings about I the pivot upon the standard while the stand ard itself roclrs slightly and the valve moves in axed plane. The sleeve is locked to the ioo Cil

standard by a set yscrew O provided witlia head adapting 1t for operating Toy the hand, and when this set screw is loosened the lever may be nioved upward or downward and heV then again looked. The pivot at L is at some distance i'roin the inner end or" the lever, vand hence raising or loweringthe outer end of the lever, in the manner just described, moves its inner end downward or upward. lf it be moved upward to a certain point, the descending shoulder l upon the piston will engage it sooner and will Carry it and the valve farther down than when it is in a lower position ot adjustinent; and the valve will thus be fully opened al'the proper time for admitting fuel gas. ligen the other hand the outer end of the lever"`he raised, throwing its inner end downward, the valve will heopened to an extent depending upon the adjustment of the lever, and amount of fuel gas admitted during the period el admission will be oorrespondingly decreased; or in other words, theaniount of fuel admitted will be oontrolled by the operator,

lt is evident that although the engine is of the simple two-Cycle type, may be operated at extreineljr low speed if desired, andyet aet .vith all the certainty obtainable el; high speed or with. any type of explosion engine.` Y

lt may he observed that the valve prevents possible'hack-tiring, even if the piston be' not capable oit' securing' entire in this respect since at the time. of explosion it outs oil' the passage l? and is laterally seated by the pressure due to explosion. Usually the fnllcapacity oi the conduit or passage in which the igniter is located is :tar helow the volume of an ordinary charge oi fuel, hut in my ease, it is indispensable that the i. :iter

be located in portion of a. channel capable of eontainingbut a fraction of an. ordinary charge and in unobstructed communication with the working space in the cylinder.

`Wliat l Claim is: I

l. In a two-Cycle `glas engine, the combination with a Cylinder provided withja conduit leading from a port in the lower part of the cylinder to the space above the upper limit of the pistons path, of a piston working in the Cylinder and provided with a passage leading from its lower end to an opening in its lateral wallin position to register with said port only at the proper time for admitting fuel to. the cylinder, an igniterl located in said eondjiit near said pore, said conduit being unobstructed het-weon the igniter and said space, and automatic means for cutting orf said conduit prior to each eX- plosion, between said port and igniter.

2. .ln a two-cycle gas engine, the combination Trit-h a fuel containing crank ease and an engine cylinder communicating therewith and provided with a passage leading from the lower portion of the cylinder into the space above the upper limit of the pistons path therein and having a total Capacity equal to a small fraction of an ordinary charge, a. piston working in the cylinder and provided a conduit leading troni the crank oase to a lateral opening in position to register with the lower end of saidpassage'only at the proper time for fuel admission, an igniter located in said passage near the inlet end thereof, and a slide valve periodically actuated by the pisigniter and said inlet end.

ln a two-Cycle gas engine, the combination with a fuel-containing crank case and with, of a conduit leading from the lower portion of the cylinder to the space above the upper liinit of the pistons path and having that portioniiear its lower end narrow and adapted to he swept clear of other gas by entering fuel gas, a piston working in theJ cylinder and provided with a passage leadfrom its Crank-ease end to a lateral port in positionl to register with the inlet end of said Conduit only during the proper time tor admitting fuel, and an igniter located in said narrow portion, said conduit being at all times unobstructed between the igniter and said space.

The Combination, in a two-Cycle engine, of a. Cylinder provided with a Conduit leading iroin its lower portion to the space above the upper limit of the pistons path, a piston iif'orlringin the Cylinder and provided with a passage leading from below .to a lateral port in position to register with said Conduit onlli7 at the proper time for fuel admission, ineans for supplying fuel to said passage, a piston operated valve controlling admission olf fuel to said Conduit, means for at will varying'thedegree of the yvalves opening, and anigniter located in said conduit. l,

In testimony whereof l allix my'signature in presence of two witnesses. Y

CHARLES FRANCIS JENKNS. ll/'itnessesz learns L. CRAWFORD, lil/TM. ll. llnfionnnson.

ton to out od said passage between theA an engine cylinder communicating there- 

